Railway traffic controlling apparatus



2 Shets-Sheet l J. M. PELIKAN u Nwm www A INVENTOR fab/2 M Pallan /ZLm H IS ATTORN EY 4Filed Aug.V 26, 1942 RAILWAY TRAFFIC CONTROLLING APPARATUS May 25, 1943.

J. M. PELIKAN RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Aug. 26, 1942 2 Sheets-Sheet 2 Patented May 25, 1943 RALWAY TRAFFIC CONTROLLING APPARATUS John M. Pelikan, Chicago, Ill., assignor to The Union Switch and Signal- Company, Swissval, Pa., a corporation of Pennsylvania Application August 2.6 194.2 SccialNof. 4.5.6475.

7 Claims.4

My invention relates to railway traffic con.-

trolling apparatus, and particularly to the typev known as trafic locking apparatus, for governing traffic movements in both directions over a given stretch of railway track between two opposing manually controllable signals.

Where provision has been made for reverse running on double track, it has been found de-` sii-able that the dwarf signals used for controlling the reverse traic movements shall be of thel three-position type if there is a great deal of reverse running. rPhe control for "the third'. position of such a dwarf signal would require an extra control wire for each track, ii a common type of two-wire traiic locking circuit arrange-- ment were used which cannot he polarized,

One feature of my invention is the provision of means for controlling a three-position dwart signal, for reverse running traflic movements o n double track, by coded current supplied to a two-wire tranic locking circuit scheme.

I shall describe one form of apparatus embodying my invention, and shall then point out the novel features therof in claims.

The accompanying drawings, Figs. in and 1B, when placed end to end, with FigflA on the.I left, constitute a diagrammatic view showing one form of apparatus embodying my invention, in which steady direct current of a given polarity is supplied to the conductors of a two-wire traffic locking circuit arrangement for controlling a high signal for the normal direction of traffic movements, and in which direct current, supplied to these two conductors for controllingV a three-position dwarf signal for reverse running traffic, movements, is coded at frequencies snch for example as 75 and 180 times per minute.

Referring to the drawings, the reference characters 9 and 9a designate the track rails of one track of a double-track railway. The normal direction of traffic movements over this track is toward the right as shown in the drawings, which I shall assume is the eastbound direction. The reference characters I and lila designate the track rails of the westbound track, only a portion of which is shown at each end of the drawing.

A manually controlled interlocking layout, including switches l and 3 and signals 2R., 2L, E and 4L, is shown at the west end of the stretch of track, and a second manually controlled interlocking layout, includingv switches 5 andn'l and signals 6R, 6L, SR and 8L, is shown at the east end of the stretch of track. High arm A of signal 2R governs eastbound or nor,-

mal direction traffic movcmcaic ocio thc Sifccch ot crock., and automatic Signals 0,2 |093 10.5 and liti!A govern trall movements o ver the Stretch. to` signal BR- A chrcc-pociiion @Worfsignal Illml governs westbound or reverse traffic moycmonco on thc Stretch. of crack approaching Sicco! 2L of'chc vccc interlocking! Dwcffinol 6L in the east interlocking hasl an upperthreep` oociioe. croie whichc governs rc'vcr'sc direccion traic movements. over the'stretchof trackto sig rl'Y IMI. Theusignals mayv be 'of any suitable design, such for example as thesearchli'gl't "Rails and 9a are divided by insulated joints Ilk tovform track vsections'ffl'llly IllZT, I 05T-, IDST, vHl' andwET'. Rails, lll andV lila are like'- wise divided by insulated vJ'oir'l'tsl Il tform track sections, only. two 'owhichf sections I'Tand 1T, are shown." Each track section i'sy provided with a track circuit 'includng"a`suitable 'source of current, suchfas abatte'ry IZQCnneCtedacross the' rails adjacent one end; of'th'e'section, and `a` trackrelay, 4designated bl'. therefererice cha-r2 actor R preceded by the rference character for thesection, connectedlacros'sf theY rails adjacent thewoppps'ite end ofthe section. f

The contacts operated'by the various relays and other control devices arie identied by number's,'ea'ch such number having a distinguishing prefix from which it is separated by a dash when the, associated Contact isshown apart from the relayt orother device by. which it is operated. The' prefix for each of these contact numbers comprises the reference character for the relay or `other device by which the associated contact is operated. vlfor example, contact tTRm-w-tvil, shown in the lower left-hand` corner of the drawing in the circuit for relay ZRH, is identi? fied by the number Si) which is separated byA a dash from the prefix TR which is the reference character for relay STR by which this contact is operated.

The traflic locking circuit arrangement shown on the accompanying drawings embodies `a traffic relayl 2RFB, and a code following lockout relay 2RFL at the west interlocking, and a lCkout relay lLLv and code following traflic relay EL'FR at the east interlocking. 'Ektending between the traflicV relays yis" a control vconductor divided ,between .relay ,conica-ciclo@ ASections l43 I3r-p-g, etc. up to section-]35-9,` and a return conductor divided into sec'tion s [4T-I and M-Z by contacts l0|S-42.

An eastbound traffic contro1 circuit includes :lockout relay @LPL in series with traffic relay ittica." This drempels@ intimes tneedritrqi'cnductor and the return conductor, and is energized by constant direct current of a given polarity supplied through an asymmetric unit UI from a suitable source of current having terminals BB and OO.

A westbound traffic control circuit for controlling the proceed indication of arm A of signal 6L includes lockout relay ZRFL in series with traffic relay BLFR. This circuit also includes the A second westbound traic control circuit forA controlling the caution indication of arm A of signal 6L includes traffic relay GLFR and certain sections only of the control and return conductors. contact 62` of a second code transmitting device 'I5CT at a suitable other frequency which may, forv example, be 75 times per minute.

The eastbound trailic control circuit becomes closed in response to deenergization of an eastbound route locking relay IES in the west inter locking. This route locking relay is controlled by eastbound approach locking relays 2RAS and dRAS, by yswitch repeater relays IRWP and 3NWP, and by track relays ITR and STR.

. Approach locking relays ZRAS and IRAS, associated with arm A of signals 2R and 4R respectively, may be controlled in any suitable manner, such for example as shown for relay 2AS in Letters Patent of the United StatesY No. 2,198,712, granted April 30, 1940 to Harry C. Vantassel, for Railway traine controlling apparatus. yOne manner of controlling relays IRW. and 3NWP is shown in the drawing. The ycircuit for relay IRWP is so arranged that this relay is energized only if the switches I at theV two ends of the west crossover in the west interlocking are both in the reverse position. The circuit for relay 3NWP is so arranged that this relay is energized only if the switches 3 at the two ends of the east crossover in the West interlocking are both in the normal position.

A circuit for controlling signal relay ZRH for arm A of signal 2R is shownin part, including contact 29 of a signal lever V closed in the reverse position 1' of this lever, and contact STR- 30. y

A circuit for controlling arm A of signal 2R This circuit is periodically interrupted by i is shown in part, controlled by a front contact ZRFR-M of eastbound tra'c relay ZRFR, by a front contact 2RH-46 of relay ZRH, and by a back contact 2RFLP-45 of a slow release lockout repeater relay ZRFLP. Relay ZRFLP is `energized by a circuitincludingcontact 5'! of code locking.

If there is no train between signal2'L at the west interlockingl and signal 6L at the east interlocking, the rst westbound traiiic control 75 circuit will be closed, and traffic relay SLFR will be energized by current interrupted at a frequency of 180 times per minute.

Both a caution control relay GLFRP and a pro ceedy control relay BLAD will therefore be ener-J gized by the well-known decoding circuit ai'i rangement shown. Relay SLFRP is energized whenever relay GLFR is energized by current of either the 75 or the 180 code, but relay @LAD becomes energized through a 180 decoding unit ISODU, comprising a resonant rectifier unit, only if relay BLFR is energized by current of the 180 code. Arm A of signal 6L will therefore be operated to the proceed position by a circuit shown in part, and including front contacts of relays BLFRP and 6LAD.

If a westbound train has proceeded past signal IllI and occupies section IUIT, a signal repeater relay IDIPC will be deenergized and a directional stick relay |0IS will be energized, causing the second westbound traiic control circuit to be closed. Relay GLFR will therefore be energized by current interrupted at a frequency of '75 times per minute, and hence relay SLFRP will be energized but relay GLAD will be deenergized. Arm A of signal 6L will therefore be operated to the caution position by its circuit including back contacts of relay SLAD.

Having described, in general, the arrangement and control of the apparatus shown by the accompanying drawings, I shall now describe, in detail, its operation.

As shown by the drawings, all parts are in the normal condition, that is, all track switches are in their normal positions; all signals in both the east and the west interlockings are indicating stop, signals |0I and |08 are indicating caution, and automatic signals |02, |04 and |66 are indicating proceed; all track sections shown are unoccupied; signal lever V is in its normal position; approach locking relays such as ZRAS and 4RAS are energized; route locking relays IES and SWS are energized; relay 3NWP is energized; code transmitting device IBUCT is energized, but code transmitting device I5CT is deenergized; relay IIIIPC is energized; and relays IUIS, 2RH, 2LH, IRWP, ZRFL, ZRFLP, ZRFR, '6LFL, GLFR. GLFRP and GLAD are deenergized.

Of the relays which are energized, relay 3NWP is energized by a circuit passing from terminal B, through contact I5 closed in the normal position ofswitch 3 at the west end of the east crossover in the west interlocking, contact I6 of switch 3 at the east end of this same crossover, and the winding of relay 3NWP to terminal O. The arm of signal IUI is retained in the caution position by a circuit passing from terminal B, through contact IES-I1, back point of contact 2LH-I8, mechanism of signal IUI, contact I9 of relay IOITR, and the back point of contact 2LH- 20 to terminal O. Relay IUIPC is energized by a circuit passing from terminal B, through Contact 2| closed while the arm of signal IUI is in the caution or the proceed position or at any point between these two positions, and the winding of relay IGI PC to terminal O.

Relay to IES is energized by a pick-up circuit passing from terminal B, through contact 22 o1 relay 2RAS, contact 23 of relay 4RAS in multiple with contact 3NWP-24, contact STR- 25 in multiple with contact 3NWP- 26, contact ITR-Z'I, and the winding of vrelay IES to terminal O. A stick circuit is also closed for relay IES, passing from terminal B, through contact 22 of relay ZRAS, contact 230i relay IRAS in multiple with contact 3NWP--24, contact 2B ofrelay IES, and the winding of relay IES to terminal O.

I shall rst assume that an eastbound traffic movement is to be made over the stretch of track shown in the drawings. The leverman at the west interlocking will therefore prepare to clear arm A of signal 2R by moving lever V to its r position, thereby completing the circuit for relay ZRH, which is shown in part in Fig. 1A, including contact 29 or lever V, and contact 3TR-30. By referring to the corresponding relay in the Vantassel Patent No. 2,198,712, it will be seen that relay ZRH, upon becoming nergized, deenergizes relay IES on account of deenergizing relay `ZRAS.

When relay IES becomes deenergized, its contact IES-I1v will open the circuit previously traced for signal II, causing this signal to indicate stop. The circuit for signal repeater relay IBIPC will therefore be opened at contact 2| of signal IlI, causing relay IllIPC tobecome deenergized.

With relays IES and IIPC deenergized, the eastbound traino control circuit will be completed, passing from terminal BB, through asymmetric unit UI, winding of relay SLFL, front point oi contact 3| of relay EWS, the various sections I3-I to I3-9 of the control conductor and through contacts lTRf-z, MISTE-33, I04TR-34, I2TR-35, back point of contact HPC-31, back point of contact IBIS-38, contact NUTR-3S, back point of contact 40 of relay IES, Winding of relay ZRFR, back point of contact 4I of relay SES, section I4-I of the return conductor, back point of contact IBIS-42, section I4-2 of the return conductor, and the front point of contact 43 of relay 5WS to terminal OO.

With relay ERE-R thus energized and with relay ZRH energized, a circuit, only a portion of which is shown, will be closed for operating the arm A`of signal 2R to the proceed position. The portion of the circuit shown passes through contacts ZEER-44, 2RFLP-i5, and ZEE-46, and through the mechanism of arm A to terminal O.

On account of relay GLFL being energized by the eastbound traffic control circuit, its contact 6LFL-54 will be open in the circuits for arm A of signal EL in the east interlocking.

I shall next assume that all parts of the apparatus are again in their normal condition, and that a Westbound tran-lc movement is to be made, that is, a traic movement in the reverse direction over the stretch of track shown in the drawings. The leverman at the east interlocking will therefore move the lever for signal EL to a reverse.` position preparatoryto clearing arm A of that signal, and will `therebydeenergize relay WS similarly to the manner in which relay IES became deenergizedat the west interlocking as previously described.

The rst westbound traffic control circuit will then be closed, passing from terminal B, through asymmetric unit U2, winding of relay ZRFL, contact 4B of relay IES, sections `I3---9 to I3--I of the control conductorgand through contact IUITRP- 39, back point of contact I0 IS-38, front point of contactIOIPC-3'I, contact 36 of code transmitter ISUCT, contacts IOZ'IfR-v-SS, l04TR-34, IIJBTR- 33, BSTR-32, back point of contact 3| of relay SWS, windingof relay GLFR, back point of contact 43 of relay SWS, section I4V-2. of the return conductor, back point of ,contact IIS,-42,.sec

tion I4I ofthe return conductor, and the front point of contact 4I of relay IES to terminal O.

With relay @LFB energized by current of the 180 code, contacts 4l and 50 of this relay will close alternately at their front and back points at a corresponding speed. Current will therefore be supplied alternately to primary windings 48 and 49 ci a transformer T, which will cause alternating current to be generated in the secondary windings 5I and 52 of transformer T, and this will in turn be rectified by contact 58 of relay BLFR to energize relay ELFRP. At the same time, current of 180 code will cause the ISIIDU unit to energize relay BLAD.

With bothl relays BLFRP and tLAD energized, a circuit, only a portion of which is shown, will be closed for operatingv arm A of signal EL to the proceed position, passing through contacts SLEEP-53, 6LFL54, front point of contact GLAD-, mechanism of arm A of signal 6L, and the front point of contact @LAD-56 to terminal OO.

With the first Westbound traffic control circuit closed, relay 2RFL will be energized, causing its contact 51 to be closed periodically according to the 180 code. A circuit will therefore be completed through this contact for energizing relay ZRFLP. Relay ZRFLP, being of the slow release type, will retain its contact 2RFLP-45 open in the circuit for arm A of signal 2R, during the open periods of contact 5l of relay ZRFL.

I shall now assume that a westbound train proceeds over the stretch of track and passes signal IiI. Relay IOITR Will thus become deenergized, and its contact I9 will open the circuit previously traced for signal IBI, causing the arm of signal IUI toindicate stop.

Relay IiPC will therefore become deenergized, but since this relay is of the slow releasing type, its contact 59 will remain closed at its front point for a brief period of time during which a pick-up circuit will be completed for energizing relay IIlIS, this circuit passing from terminal B, through contact 58 of relay I0 ITR, front point of contact 59 of relay IilIPC, and the winding of relay IOIS to terminal O. When contact 59`of relay IIlIPCV moves to its back point, a stick circuit will be completed for relay IUIS, passing from terminal B, through the back point of contact 59 of relay IUIPC, contact 60 of relay IOIS, and thevvinding of relay IBIS to terminal O. With relay IBIS energized, a circuit will be completed for energizing code transmitter 15C'I, this circuit passing from terminal B, through contact HHS-6I, and the winding of transmitter 'I5CT to terminal O.

When the train leaves section I2T, the second westbound trailc control circuit will be completed, passing from terminal B, through contact 62of transmitter 'I5CT, front point of contact HHS- 38, sections I3`I to I 3-I of the control conductor and through the back point of contact IOIPC3`I and contacts I2TR-35, I04TR, 34, IIlIi'IRf--33,` and I08TR-32, back point of contact 3| of relay SWS, Winding of relay GLFR, back point of contact 43 of relay lWS, section lil-2 of the return conductor, and the front point of contact IMS-42 to terminal O. With relay GLFR thus energized by current of the code, relay BLFRP will be energized but relay GLAD will remain deenergized, causing the arm A of signal EL to now be operatedl to the caution position by a circuit including contact BLFRPf- 53,4 contact HEL-e154, back point of contact BLAD- 56, mechanism of arm A, and the back point of contact BLAD-55 to terminal OO.

-From the foregoing-description and the accompanying drawings, it follows that by employing coded current of two different frequencies, selected by a directional stick relay and by a signal repeater relay, I have provided means for controlling, over a two-wire traidc locking circuit arrangement, a three-position dwarf signal forv controlling reverse running traflic movements over aV track on which traiiic normally moves in only one direction, as for example, one track of a double track railroad.

Although I have herein shown and described only one form of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departingfrom the spirit and scope of my invention.

Y Having thus describedrny invention, what I either a caution or a proceed indication as well as a stop indication in the second interlocking for governing traic movements toward said first signal, and also including a third signal in said first interlocking for governing traiiic movements to said stretch of track, the combination comf prising a code following lockout relay connected in series with said control conductor at said first interlocking, a code following traffic relay normally disconnected from said conductors at said second interlocking, manually controllable means for at times disconnecting the source of current at said second interlocking from said conductors and forconnecting said code following traffic relay across said conductors preparatory to clearing said second signal, means for periodically interrupting at a given frequency the current supplied to said conductors at said first interlocking if said first signal is clear, means'for periodically interrupting at a second given frequency the current supplied to said conductors at said first interlocking if said first signal is put to stop by a train approaching said first interlocking from said stretch of track, means controlled by said code following traffic relay for operating'said second signal to display the proceed or caution indication according as the current supplied to said conductors at said first interlocking is interrupted 'at said first or said second frequency, and means controlled by said lockout relay upon becoming energized for opening a control circuit for said third signal.

2. In a traffic controlling system for governing traiiic movements in both directions over a given stretch of railway track between two interlock- 'ings one at each end of said stretch, including a control conductor and a return conductor extending between said interlockings with two sources of current one at each of said interlockings-normally connected across said conductors in opposition to each other, including a signal adjacent a' first one of said interlockings for` governing traic movements approaching said rst interlocking from said stretch of track, including a second signal capable of displaying either a caution or a proceed indication as well as a stop indication in the second interlocking for governing trafiic movements toward said first signal, the combination comprising a code following traiiic relay normally disconnected from said conductors at said second interlocking, manually controllable means for at times disconnecting the source of current at said second interlocking from said conductors and for connecting said code following trafdc relay across said conductors preparatory to clearing said second signal, means for periodically interrupting at a given frequency the current supplied to said conductors at said first interlocking if said first signal is clear, means for periodically interrupting ata second given frequency the current supplied to said conductors at said rst interlocking if said first signal is put to stop by a train approaching said first interlocking from said stretch of track, and means controlled by said code following traic relay for operating said second signal Vto display the proceed or caution indication according as the current supplied to said conductors at said first interlocking is interrupted at said first or said second frequency.

3. In a traffic controlling system for governing trani-c movements in both directions over a given stretch of railway track between two interlockings one at each end of said stretch, including a control conductor and a return conductor extending between said interlockings, including a first signal adjacent a first one of said interlockings for governing traido movements approaching said first interlocking from said stretch of track, including a second signal capable of displaying either a caution or a proceed indication as well as a stop indication in the second interlocking for governing trafc movements toward said first signaLvincluding a third signal in said first interlocking for governing trafc movements into said stretch of track, and also including a manually controllable circuit embodying said pair of conductors for at times clearing said third signal, the combination comprising a code followingtraffic relay normally disconnected from said conductors, manually controllable means for at times opening said first circuit and for connecting said traffic relay across said conductors, means controlled by trailic conditions if there is no train in said stretch of track or routed toward said stretch of track in said-first interlocking for supplying current of a given code to said conductors for energizing said traffic relay, means controlled by a train as soon as it has entirely passed said first signal while approaching said rst interlocking from said stretch of track for supplying current of a second given code to said conductors for energizing said traffic relay, and means controlled by said traffic relay for operating said second signal to display the proceed or the caution indication according as said traflic relay is energized by current of said first or said second code.

.lL-In a trafiic controlling system for governing traffic movements in both directions over a 'given stretch of railway track, including a rst signal for governing traflic movements in a given direction over a portion of said stretch, including a second signal capable of displaying either a caution or a proceed indication for governing traffic movements from said second signal to said first signal on said stretch of track, and also including a directional stick relay which becomes energized only if a train moving in said given direction passes said first signal in response to an indication displayed by said rst signal, the combination comprising a code following traiic relay, means controlled by a back contact of said directional stick relay for energizing said traic relay by current of a given code, means controlled by a front contact of said directional stick relay for energizing said traffic relay by current of a second given code, and means controlled by said traffic relay for operating said second signal to display the proceed or the caution indication according as said traffic relay is energized by current of said first or said second code.

5. In a traffic controlling system for governing traffic movements in both directions over a given stretch of railway track, including a first signal for governing traffic movements in a given direction over a portion of said stretch, including a second signal capable of displaying either a caution or a proceed indication for governing traffic movements from said second signal to said rst signal on said stretch of track, including a pair of conductors extending between said rst and second signals, and also including a directional stick relay which becomes energized only if a train moving in said given direction passes said rst signal in response to an indication displayed by said rst signal, the combination comprising a code following traiic relay connected across.

said conductors, means controlled by a back contact of said directional stick relay for supplying current of a given code to said pair of conductors if said rst signal is displaying an indication other than stop, means controlled by a front contact of said directional stick relay for supplying current of a second given code to said pair of conductors if said first signal is indicating stop, and means controlled by said traic relay for operating said second signal to display the proceed or the caution indication according as said traffic relay is energized by current of said rst or said second code from said pair of conductors.

6. In a traffic controlling system for governing trac movements in both directions over a given stretch of railway track, including a signal for governing traffic movements in a given direction on said stretch, including a second signal capable of displaying either a rst or a second indication for directing traiic movements in said given direction on said stretch toward said first signal, and also including a directional relay which becomes energized only if a train moving in said given direction passes said first signal while said first signal is displaying some indication other than stop, the combination comprising acode following traic relay, means controlled by said directional relay for energizing said traiic relayby current of a given code if said directional relay is deenergized and if said first signal is displaying some indication other than stop, means controlled by said directional relay for energizing said trailic relay by current of a different second code if said directional relay is energized and if said rst signal is displaying the stop indication, and means controlled by said trailic relay for operating said second signal to display its first or second indication according as said traflic relay is energized by current of said given or said second code.

7. In a traffic controlling system for governing traffic movements in both directions over a given stretch of railway track, including a signal for governing traffic movements in a given direction on said stretch, including a second signal capable of displaying either a first or a second indication for directing trac movements in said given direction on stretch toward said first signal, and also including a directional relay which becomes energized only if a train moving in said given direction passes said rst signal while said first signal is displaying some indication other than stop, the combination comprising a code following traffic relay, means controlled by said directional relay for energizing said traiic relay by current of a given code if said directional relay is deenergized, means controlled by said directional relay for energizing said traffic relay by current of a different second code if said directional relay is energized, and means controlled by said traffic relay for operating said second signal to display its rst or its second indication according as said tra'ic relay is energized by current of said given or said second code.

JOHN M. PELIKAN. 

